Car construction



o. c. DURYEA CAR CONSTRUCTION Filed April 14, 1925 Aw Wr if ffm? Patented Nov. 27,1928.

UNITED STATES PATENT oFFica.

arno c. mmm, or wuiinnuar, connc'ncu'nvnsieroa 'ro o. c. nimm oon- PORATIOH, F WILHDGTON, DELAWARE, .A

CORPORATION 0l DELAWARE.

can cons'riwcrxon.

This invention relates to railway rolling stock,and more particularly to a railway car which is so constructed that the body has longitudinal movement relatively to the car trucks or running gear.

Much damage results to railway cars and lading due to the large amounts of energy which must be absorbed or dissipated when bufling a car, when a` stationary car is placed in motion, or when sudden changes in speed are imparted to the saine. The draft gears employed on railway cars are designed to reduce, as far as possible, the objectionable effects resulting from the aforesaid energy.

However, the standard draft gear is limited to a motion of approximately three inches, and, as is well understood in the art, it is practically impossible to entirely dissipate or absorb the large amounts of energy involved with mechanism which is so limited in its travel. Accordingly, it has been proposed to increase the travel or movement of the draft gear in order that the latter may more effectively overcome the inertia or absorb kinetic energy of the car, but any increase in the travel of the draft gear is objectionable since it is essential that the slack between cars be reduced to a minimum, and this is particularly true where a long train of cars is being handled, for reasons well known in the art.

In order to overcome the above objections it has also been proposed to construct railway cars in such a manner that the car body has limited longitudinal movement relatively to the running gear in either direction from a -central position, the longitudinal movement being controlled by resilient means. For example, it has been proposed to construct a railway car comprising a heavy under-frame on which'is slidably mounted a car body, said under-frame and car body being provided with buffer'blocks at the center, and at the opposite ends thereof. `Between each pair of buffer blocks were introduced a plurality of lgrou s of spring plates to absorb shocks and c anges in speed imparted to the car body, and to normally maintain the body centered on said under-frame. This arrangementof the buffer blocks and spring plates at the opposite ends ofthe cai', require the length of the car body to be materially shortened thereby decreasing its carrying capacity, i. e., cubical contents of the car or, if the car body is maintained at standard len h, the over all le h of the cat must begiiicreased, which is ighly ob- ]eltionable for reasons well known in the a Moreover, the structures of the above type heretofore emplo ed have differed so tly from the stan ard car construction, have been so expensive to manufacture, or have required the addition of so many structural elements, thereby greatly increasing the weight of the car, as to render the same unsatisfactory for general use.

An object of the present invention is to provide an improved railway car of the longitudinally movable body ty which is so onstructed as to overcome di): above objecions.

Another object of the invention is to pro-v vide a railway car ofthe lon 'tudinally movable body type which conolrms closel to the construction at present employed in standard railway rolling stock.

.Another object of the invention is to prov1d e novel and simple means for resilient-ly resisting relatiye movement between the car body and runnin gear, the car being so constructed that sur ace friction is employed for aiding the resilient means in the performance of its functions.

Anothen object is to provide novel means for mounting the resilient members whereb y the latter are readily accessible for inspection or replacement, and are advantageously placed for absorbing the shocks.

other object is to provide novel means for insuring slidable engagement at all times between the car body and the running gear.

Other .objects of the invention are to provide a railway car of the type described which is so constructed as to avoid the duplication of a plurality of parts; one which is so const-ructed that the longitudinal movement of the body in either direction will not impair the functioning of the brake mechanism; to lighten the elements, for exam le, the center sills, without reducing the abi ity of the car to withstand the strains incident to ordina usage, and one which is particularly adapted for ready assembly. These and other objects will appear more fully hereinafter.

One. form which the inventive idea may assume is shown in the accompanying drawings, which drawings, however, are for the purpose of illustration onlyand are not to be taken" as de'ning the limits of the invention,

reference being had to the appended claims for this purpose;

In the drawing,

Fig. 1 is a top plan view illustrating one form of the present invention;

Fig. 2 is an enlarged detail view partly 1n section, illustrating one type of means for operatively connecting the holsters to the car body side sills;

Fig. 3 is an enlarged detail sectional view illustrating one form of connection between the cross-bearers and the side sills;

Fig. 4 is an enlarged sectional View illustrating one manner in which the draft sllls may be secured to the end sills; and

Fig. 5 is a detail sectional View illustrating one manner of mounting the resilient members.

Referring to the drawings wherein like reference numerals refer to like parts throughoutthe several views, the running gear forming a part of the subject matter of the present invention is mounted 1n any smtable manner on trucks of the usual type, the truck bolster being diagrammatically represented at A, Fig. 2. 'Preferably the running gear comprises a' plurality of body holsters 10 to which is secured a center member or sill 11. If desired, the center sill may extend the entire length of the car hut preferably it terminates at the inner faces of the holsters, and may be formed of a pair of upperand lower Ushaped channel'memhers 12 which are secured in spaced relation to the holsters with the anged portions of said members extending downwardly. Projecting longitudinally from the outer faces of the holsters, in alignment with the center sill 11, are draft sills 13 which support draft gears 14, of any suitable type. In the form shown the draft sills are constituted by U-shaped channel members which are vertically disposed with the flanges of the same turned outwardly. It is to be expressly understood, however, that the center member or sill 11 may he continuous throughout the length of the car instead of terminating at the holsters.

If desired, the running gear may also comprise one or more cross-bearers 15 which are preferably rigidly attached at the centers thereof to the center sill 11 by means of angle members 15a which angle members also constitute spacing members for the channel members 12 of the center sill 11. To further stren then t-he structure the cross-bearers 15 may ie connected by means of gusset plates 16 to longitudinally extending angle b-ars 17. The cross-bearers 15 and angle hars 17 may he further braced by diagonally disposed members 18, the elements 15, 16, 17, 18 constituting a rectangular framework for support-ing the valve and air chamber 19 and cylinder 20 of the usual brake mechanism. It will be understood, however, that the brake mechanism may be entirely supported by the center sill 11, and that the cross-bearers may constitute a part of the car body instead of the running gear.

Mounted for relative longitudinal movement on the running gear is a car body'of any desired type which preferablyineludes side sills 21, formed of the usual channel hars, end sills 22, and flooring 23, but it is to be expressly understood that the invention is not limited to any specific type of body other than is indicated in the claims. Preferably the car body side sills 21 have sliding engagement with the ends of the holsters 10 and the crossbearers 15.

Means are provided necting the ends ofv the body holsters and cross-bearers to the side sills whereby the car body is permitted relative longitudinal movement but is held against movement in any other direction. As shown, a substantially L- shaped casting 24 is secured to the inner surface of the side sills 21 adjacent the ends of the holsters 10, the upper horizontal leg of said casting' being provided with a longitudinal groove 25 on its lower face, and being secured as by-means of bolts 26 to the car flooring 23. A bearing member is interposed between the casting 24 and the ends of the holsters 10 which permits sliding engagement between said car body and holsters, and which is so constructed as to properly function even when the holsters are warped or accidentally sprung out of shape. In the form shown, the bearing member comprises a wedge-shaped portion 27 which slidahly engages the groove 25 formed in the casting 24. Preferably, a cylindrical shank 27 a formed integrally with the portion 27, extends into a substantially vertical opening 28 formed in the outer ends of the holsters, thus permitting pivotal movement between the holsters and the side sills. In order to facilitate assembly of the parts and to prevent other than relative longitudinal movement between the side sills 21 and t-he holsters there 4is preferably provided locking means which, in the form shown, comprises a square hea-ded member 29 that is pro- A.

vided with a cylindrical shank 29 projecting upwardly into the lower end of opening 28. The square headed member 29 has engagement on its outer face with the lower inner edge of the castinrr 24 and is securely held in place by an L-sliaped member 30 which is preferably riveted as at 31 to the lower flange of the side sills 21.

Suitable connecting'means is provided between theouter ends of each of the crossbearers 15 and the side sills 21. In the form shown this means comprises a casting 32 which is secured, as by means of rivets, to the outer ends of the cross-bearers 15. The outer end of thecasting 32, which projects beyond the end of the erom-bearer, is provided on the lower side thereof with a lon 'tudinally extending groove 32a into Whici1 for operatively con-f` extends, for

sliding en gement, the wed e-shaped portion 33 o a casting 33 whic 1 is rigidly secured in any suitable manner to the inner surface of the side sills 21. Castings 24 and 33 s may be provided with inwardly projecting portions 24l and 33" (Fig. 1), respectively, which port-ions constitute stops for limiting the relative longitudinal movement of the car body and unning gear, but this is not essen- 1o tial.

Means are provided for yieldingly resisting any longitudinal movement of the body relative to the running gear and to normally maintain the body in central position on said gear, said means being mounted in such a manne-r as to effectively absorb the large amounts of excess energy involved, thereby preventing damage to the car st-ructure and lading. In the form shown this means comprises a pluralityof springs 34 so mounted as to operatively engage'the holsters 10 and side sills 21. E1ght or more springs 34.1nay he employed as is indicated in Fig. 1 but it is to be expressly understood that the invention is not limited to the number of springs shown in the drawings since a smaller number, for example, four, may be employed with satisfactory results by increasing the size of said springs.

It is desirable that the springs 34 be so mounted as to oppose relative movement of the car body in either direction on the running gear. To this end pairs of yokes or U- shaped members 35, are slidahly secured as 35 by means of nuts 36, to the holsters 10 and the side sills 21. Preferably one yoke 35 of each pair is connected to the side sills 21 by means of a gusset plate 37 which is proi vided with an upper surface 37 a, a downwardly extending portion 37 b, and a lower web portion 37 c, said plate being secured to the side and end sills, and the yoke being slidably secured to the portion 37 b of said plate 37 as is clearly shown in Fig. 5. Slidahly mounted on each of the yokes 35 is a spring hearing member or follower provided with shoulders 38 which shoulders are engaged by the opposite ends of the resilient members 34.

In order to provide relative longitudinal movement between the car body and the draft sills 13 and to rigidly prevent movement between said sills and car body in any other direction, there are preferably provided jaw members 39 which may be secured as by means 56 of rivets to the end sills 22, and which have sliding engagement with a striking plate 40 surrounding the draft sills 13 as is indicated in Fig. 4. The usual brake air line 41 may be secured in any desired manner to the strik- 60 .ing plate 40 on one side thereof, and a projection 40 on t-he opposite side of said plate may be employed for securing the brake mast in position as is indicated' at 40. If desired,

f strengthening beams 42 which are preferably formed of wood may he secured to the lower y surface of the car ooring 23 in such a position as to have sliding engagement with the up er surface of the center sill 11.

peration: Any energy exerted on the car for placing it in motion or changing itsrate of motion is absorhedin part by the draft gear or gears 14. As reviously pointed out, when this energy is su ciently great it is impossible for said draft gears to absorb the entire amount of the same. Any unabsorbed energy tends to produce relative. longitudinal move- 'ment between the running gear and the car body. A large portion of the weight of tho lading and the car floorinv is transferred through beams 42, center sill 11 and crossbearers 15 to the side sills 21 and practically the entire Weight of the car body and lading is accordingly supported at the points of engagement between the holsters 10 and the side sills 21. Any force tendine to cause relat/i/ve longitudinal movement of1 the car body is therefore resisted by the friction between beams 42 and the upper surface of the channel member 12 of center sill.11, by the friction between the ends of the cross-bearers 15 and the side sills 21, and by the friction between the bearing members 27 pivotally mounted in the ends of the holsters 10 and said side sills 21. The major portion of the force tending to cause relative longitudinal movement of the body is absorbed by the resilient members 34 which latter are so mounted as to resist movement in either direction. The absorption of the excess energy by the springs 34 and the friction between the bearing surfaces prevents this excess energy from damaging t-he lading and the elements of the car. Moreover, the springs 34 act to maintain or to return the car body in its central position relatively to the running gear.

It will be seen that there is provided a railway car of the longitudinally movable body type which conforms very closely tothe construction at present employed in/ standard railway cars in that holsters, side sills, a center sill and cross-bearers ofthe type now employed are used in the structure of the present invention. The springs 34 are mounted I in such a manner that they may be easily replaced, if desired', and are so mounted as to prevent disruptive forces from being thrown on the relatively weak end sills. Moreover, surface friction between the elements of the car body and the running gear aid the resilient means in the performance of its functions. The means em loyed for insuring operative engagement etween the holsters and cross-bearers and the side sills may be -easily constructed and installed'v and are so formed as to limit the relative movement of the body to a longitudinal direction. The standard parts now employed in car construction are not duplicated and because of the manner in which the excess forces incident to huing, etc., are absorbed', the center sill ing running gear including holsters, a car body changes may he made in the detailsbf construction without departing from the scope of the invention defined in the following claims.

'What is claimed is: 1. A device of the class described comprismg running gear including holsters, a car body having side sills mounted for movement on said holsters, the ends of the latter having sliding engagement with said sills, and resilient means for controlling the relative movement of the body in either direction, said resilient means having operative engagement with said holsters and side sills.

2. A device of the class described comprishaving side sillsmounted for movement on said holsters, `the ends of the latter having sliding engagement with said sills, and means for yieldingly resisting the relative movement of the bod in either direction.

3. A device o the class described comprising running gear including holsters and a center sill connected to said holsters, a car body having flooring and side sills mounted 'for movement on said holsters, the ends of the latterhaving sliding engagement With said sills, and means for resisting the relative movement of the body in either direction, the friction between said flooring and center sill cooperating with said means for resisting the relative movement of said body. 1

4. A device of the class described comprising running gear including a plurality of bolsters and a center sill,`a car body having side sills mounted for movement on said holsters, the ends of the latter having sliding engagement with said sills, resilient means for controlling the relative movemento'f the body in either direction, and cross-bearers having engagement with said side sills and with saidcenter sill for transferring a portion of the weight ofthe body and lading to said side sills.

5. A device of the class described comprising running gear including a plurality of holsters and a center sill, a car body having side sills mounted for movement on 'said running gear, the ends of said holsters having sliding engagement with said sills, cross-bearers secured to said center sill and having sliding engagement with said side sills, and resilient mea-ns for resisting the relative movement of the body in either direction.

6. A device of the class described comprising running ear including a pair of holsters, a carbody tli movement on said holsters, means secured to said side sills adjacent the ends of said hol-- sters, means pivotally engaging said holsters and having sliding engagement with said first named means, and means for ieldingly resisting the relative movement ofy the body in either direction.

v7. A devicev ofthe class described comprising running gear including holsters, a car body having side sills mounted for movement on said holsters, means interposed hetween the ends of said holsters and side sills and secured to the latter, means pivotally'engaging said holsters and having sliding engagement with said first named means, and

9. A device of the/,class described compris-l ing holsters having openings adjacent the ends thereof, a car body having side sills,

.members rigidly secured to the inner surface of said side sills, means extending into 'the openings in said holsters and having sliding engagement with said members, and resilient means for resisting the relative movement of the body in either direction.

10. A device of the class described comprising a plurality of holsters, a center sill secured to said holsters, a carhody havin side sills, means secured to said holsters an having sliding engagement withl said sills, Said means constituting a supporting member for said sills, locking means operatively engaging said sills and holsters, a plurality of cross-bearers secured to said center sill and having sliding engagement with said s ide sills, and means including springs for resisting the relative movement of the body in either direction.

11. A device of the class described comprising running gear, a car body having s ide sills mounted for movement on said running gear, and means. for resisting the relative movement of the body in either direction, said means including yokes slidahly secured to said bolstersand side sills, and resilient means associated with said yokes.

12. A device of the class described comaving sidesills mountednfor prising a plurality of bolsters, a car body having side sills mounted for movement on said bolsters, gusset plates secured to said side sills, and means for resisting the relative movement of the body in either direction, said means including yokes having engagement with said gusset plates and said bolsters, shouldered members slidably engaging said yokes, and coil springs surrounding said yokes and having engagement at the opposite ends thereof with said shouldered members.

13. A device of the class described comprising running gear including bolsters and draft sills, a car body having side sills and end sills mounted for relative movement on said running gear, means for resisting relative movement of the car body, and members operatively secured to said end sills and draft sills permitting relative longitudinal movement between the same and resisting movement in any other direction.

14. A device of the class described comprising running gear including bolsters, a center sill, draft sills and a cross-bearer, a car body having side sills and end sills mounted for relative movement on said running gear, and means for yieldingly resisting relative movement of the car ody on said running gear.

15. A device of the class described comprising running gear including bolsters, a center sill and a plurality of cross-bearers secured to said center sill, a car body including side sills and flooring mounted for rela` tive longitudinal movement on. said running gear, resilient means for resisting. relative movement of the car body, the friction between the flooring and the center sill and between the cross-bearers and side sills operating with said resilient means to resist relative movement of said bod 16. A device of the class escribed comprisin running gear including bolsters, a car bo y having side sills mounted for relative longiitudinal movementon said running gear, an resilient means secured to said bolsters and side sills for resisting relative movement of the body in either direction.

17. A device of the class described comprising runnin gear includin bolsters, a center sill and aft sills, a car ody hav' side sills and end sills mounted for relative longitudinal movement on said runnin gear, members operatively secured to said end sills and draft sills permitting relative longitudinal movement between the sameand resisting movement in any other direction, and resilient means for resisting relative movement of the -car body.

18./A device of the class described comprising v gear including bolsters, a center sill and raft gears secured to the opposite ends of the latter, a car body having side sills and end sills mounted for relative longitudinal movement on said running gear, means secured to said end sills and center sill permitting relative longitudinal movement of the latter, and resilient means o eratively secured to said bolsters and side sills for resisting longitudinal movement of the car body.

19. In a railway car structure, a body portion including an end sill, a longitudinally extending center member adapted for movement relative to the body, the said member including vertically disposed flan ed members extending substantially the ength of the body portion, means secured to the end sill and having engagement with the flanges of said flan ed members for guiding said center mein er in its relative movement, couplers disposed in the plane of the center member and means for movabl connecting the couplers to the opposite en s of the center member.

20. In a railwa car structure, a body includin an end sill, a center member constituted y channels mounted for movement relative to said body, and means secured to the lower'portion of said end sill for guiding said channels in .their relative movement.

2l. In a railway car structure, a body portion having a flooring, means including vertically disposed and longitudinally extending channels which constitute a center sill adapted for longitudinal movement relative to the body portion, friction elements secured to the liooring and having en agement With said means for resisting sai relative movement, and resilient means positioned in the horizontal lane of the center sill for coacting with said friction elements.

22. In a railway car structure, a body portion having an end sill, a center member mounted for lon itudinal movement relative to said end si and means including a pair of jaws secured to the end sill and having sliding engagement with the center member for guiding the latter in its relative movement.

23. In a railway car structure, a body portion including an end sill, a lon itudinal center member extending substantially the len th of said structure, said body portion 1 an center member being adapted for relalng tive longitudinal movement, a coupler, a

draft gear of standard travel for operatively connecting said coupler to said center member, said coupler being located in the horizontal plane of the center member, yielding means for resisting relative movement between the center member and the body portion, and means secured to the lower portion of said end sill for iding said center member in itslongitu to the body portion.

In testimony whereof I have signed this specification. v

' OTHO C. DUBYEA.

nal movement relative p 

